Anti-wear compensation method and device for rotor engine

Abstract

The invention belongs to the technical field of rotor engines, particularly relates to an anti-wear compensation method and device for a rotor engine, and provides a complete systematic compensation method for four easy-to-wear parts on the two sides of a sliding tongue, the cylinder walls on the two sides of an annular cylinder, the two sides of a rotating wheel and the outer circular surface of the rotating wheel. The method includes the steps that according to abrasion strength of all parts, model selection is adapted, and abrasion bearing compensation assemblies are arranged; arranging an elastic compensation structure, pre-tightening and debugging, and establishing initial flexible contact; during operation, the elastic element drives the abrasion bearing compensation assembly to fill the abrasion clearance in real time; compensation steam blocking plates are arranged on the two sides of the sliding tongue and are pre-tightened to form primary sealing. When abrasion occurs, the compensation steam blocking plate pops up in the radial direction to achieve secondary sealing. Wear self-adaptive compensation is achieved through a pre-tightening-wear-compensation dynamic response mechanism, the air leakage problem is solved through sliding tongue graded sealing, dependence on machining precision is reduced from the method level, sealing guarantee is provided for the high-compression-ratio working condition, the heat efficiency of an engine is effectively improved, and the service life of the engine is effectively prolonged.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of rotor engine, and particularly relates to a rotor engine anti-wear compensation method and device. BACKGROUND

[0002] Rotor engine is widely used in the field of power device due to its small size, large power and stable operation. During the operation of the conventional rotor engine, high-speed relative movement exists between the rotor and the cylinder, and between the slide tongue and the cylinder wall, which causes the two sides of the slide tongue, the two sides of the annular cylinder wall, the two sides of the rotor and the outer cylindrical surface of the rotor to become the key areas of easy wear and gas leakage.

[0003] In the prior art, the protection of the above-mentioned easy-wear parts mainly depends on improving the machining precision and material wear resistance of the parts, but there is a lack of wear compensation method. The traditional assembly method adopts hard contact fitting, which cannot establish an adaptive initial contact state before operation. The gap generated after wear cannot be automatically filled, and the sealing performance continues to deteriorate with the running time, and the existing method cannot realize real-time dynamic compensation of the wear gap. The two sides of the slide tongue only use a single sealing structure, which will cause the chamber to leak air once the wear occurs.

[0004] The lack of wear compensation method in the rotor engine leads to the difficulty in maintaining stable sealing performance of the rotor engine in long-term operation, and the excessive dependence on machining precision increases the manufacturing cost. SUMMARY

[0005] The present application aims to provide a rotor engine anti-wear compensation method and device to solve the technical problem of the lack of systematic wear compensation method in the existing rotor engine.

[0006] To achieve the above-mentioned purpose, the specific technical scheme of the rotor engine anti-wear compensation method and device of the present application is as follows: A rotor engine anti-wear compensation method and device, which is used for the four easy-wear and gas leakage parts of the rotor engine, i.e. the two sides of the slide tongue, the two sides of the annular cylinder wall, the two sides of the rotor and the outer cylindrical surface of the rotor, adopts an adaptive replaceable wear compensation component combined with elastic driving to realize anti-wear and sealing anti-leakage, and specifically includes the following steps: S1, adaptive selection and layout of wear compensation component: according to the friction and wear intensity and sealing requirements of the four easy-wear and gas leakage parts, the corresponding wear compensation components of different wear resistance grades are selected, and each wear compensation component is correspondingly covered on the annular cylinder wall, the left and right side walls of the cylinder, the outer cylindrical surface and the two sides of the rotor, and the slide tongue matching surface of the engine main body, so that the wear compensation component and the working surface of the engine main body are seamlessly fitted to form a full-wrapped protection structure, and the wear compensation component replaces the engine main body to bear all friction and wear during operation; S2, lay out the elastic compensation structure and pre-tighten: between the fixed support parts of each wear compensation assembly and the engine body, the elastic compensation structure is laid out, the elastic elements with the elastic coefficient suitable for the wear condition of each part are selected, the two ends of the elastic element are connected with the inner side of the wear compensation assembly and the fixed end of the engine body respectively, the elastic element is pre-tightened, the elastic element applies a continuous and suitable thrust to the wear compensation assembly, the wear compensation assembly always keeps flexible contact with the corresponding matching surface, and the traditional hard contact matching mode is replaced; S3, real-time elastic filling of wear gap: during the operation of the engine, when the wear compensation assembly generates a gap due to friction and wear, the wear compensation assembly is automatically moved to the gap direction by the continuous thrust of the elastic element, the gap generated by wear is filled in real time, the airtightness of the cylinder is ensured, and the basic air leakage is prevented; S4, compensation steam blocking plate layout and pre-tightening of sliding tongue: for the key parts prone to wear and air leakage on both sides of the sliding tongue, one compensation steam blocking plate is arranged in each slot on the two sides of the sliding tongue, the elastic element is connected with the inner side of the compensation steam blocking plate and is pre-tightened, so that the outer side of the compensation steam blocking plate always keeps close contact with the cylinder wall lining, and the primary seal of the sliding tongue part is formed. S5, secondary sealing of sliding tongue wear gap: when the sliding tongue and the cylinder wall lining generate an air leakage gap due to long-term friction, the compensation steam blocking plate is popped out along the radial direction of the sliding tongue under the thrust of the elastic element, closely contacts the cylinder wall lining and completely closes the air leakage gap, the secondary sealing of the sliding tongue part is realized, and air leakage is avoided.

[0007] Further, the elastic compensation structure offsets the matching error between parts through the buffering effect of the elastic element, without high-precision machining, the airtightness of the cylinder can be ensured, and the machining and matching precision requirement of each wear part of the rotor engine is reduced.

[0008] Further, the rotor engine is a double-rotor engine, adopts a double-rotor cooperative working mode of auxiliary wheel compression oil gas and main wheel combustion work, has a high compression ratio of more than 1:20, a large-capacity cylinder design with a combustion chamber to cylinder capacity ratio of more than 1:60, and ensures the airtightness of the high compression ratio and large-capacity cylinder under the high-pressure combustion condition through the above anti-wear compensation method, avoids the problem of insufficient mixing of oil gas and incomplete combustion caused by air leakage, realizes full mixing and combustion of oil gas, converts heat energy in tail gas into kinetic energy, and improves the thermal efficiency of the engine to more than 50%.

[0009] Further, the rotor engine adopts a segmented mortise and tenon assembly structure of the cylinder central shaft, divides the engine into several independent cylinder bodies, when the engine is damaged, the engine is repaired through replacement of a spare cylinder body, or the engine is self-rescued by adjusting the number of cylinders to restore a certain power.

[0010] A rotor engine device for implementing the method comprises: a double-rotor cylinder body provided with a secondary rotor corresponding to an oil-gas compression cavity and a primary rotor corresponding to a combustion working cavity; A wear compensation assembly is arranged inside the double-rotor cylinder body, and is arranged on four parts of the rotor engine, i.e., both sides of a sliding tongue, both sides of a ring-shaped cylinder wall, both sides of a rotor, and an outer cylindrical surface of the rotor, to replace the engine body to bear the running wear; An elastic driving assembly is connected with the wear compensation assembly, and is used for applying a continuous thrust to each part of the wear compensation assembly, so that the wear compensation assembly is in flexible contact with a corresponding matching surface; A middle shaft assembly is used for connecting and assembling a plurality of independent cylinder bodies. The wear compensation assembly and the elastic driving assembly are matched to implement the anti-wear compensation method of claim 1.

[0011] Further, the wear compensation assembly is a modular replaceable structure, and the wear compensation assemblies of the parts are cooperated to form an overall protection compensation system; the elastic driving assembly is connected with each part of the wear compensation assembly one by one, and applies a continuous thrust adapted to the working conditions of different wear parts.

[0012] Further, the middle shaft assembly comprises a plurality of independent middle shafts, each middle shaft corresponding to an independent cylinder body, one end of the middle shaft being in a tenon structure, and the other end being in a mortise structure, and the plurality of middle shafts are spliced by the tenon and mortise structure to realize the assembly of the plurality of independent cylinder bodies.

[0013] Further, the insertion end of the tenon structure is in a circular truncated cone shape, the entrance end of the mortise structure is in an expanded mouth shape, and the center lines of the tenon structure and the mortise structure can form a preset included angle according to the power demand of the engine.

[0014] Further, the wear compensation assembly and the double-rotor cylinder body are in an assembly structure that can be integrally disassembled and replaced, and when the wear compensation assembly reaches the wear limit, the engine body parts do not need to be disassembled, and the engine performance can be restored by integrally replacing a new wear compensation assembly.

[0015] The anti-wear compensation method and device of the rotor engine have the following advantages: A complete process method from the selection and arrangement of the wear compensation assembly, elastic pre-tightening debugging, real-time filling of the wear gap to the sliding tongue graded sealing is provided. Unlike the independent protection measures in the prior art, the wear protection of each part is included in the unified method in the present application, and through the multi-step cooperation, the compensation mechanisms of both sides of the sliding tongue, both sides of the ring-shaped cylinder wall, both sides of the rotor, and the outer cylindrical surface of the rotor are cooperated to form a full-wrapped protection, and the technical problems of the traditional technology that the protection of each part is fragmented and cannot be cooperated are solved.

[0016] Through pre-tightening and real-time filling steps, a dynamic response mechanism of "pre-tightening-wear-compensation" was established. The elastic element establishes an appropriate initial thrust before engine operation. During operation, as wear accumulates, the elastic element continuously releases its elastic force, driving the wear-compensation component to automatically follow the positional changes of the mating surface. This dynamic adaptive compensation method overcomes the limitation of traditional technology where "wear equals failure," ensuring the engine maintains a good sealing condition throughout its entire service life and significantly extending its effective operating cycle. By designing a tiered sealing process involving primary and secondary sealing, pre-tightening ensures a tight fit between the compensating steam barrier plate and the cylinder wall liner, forming a basic sealing layer. When wear creates gaps, the compensating steam barrier plate is triggered to radially eject, implementing a secondary seal. This tiered sealing method solves the sealing problem on both sides of the sliding tongue from a technological perspective, avoiding the technical defect of traditional single-seal structures that result in leakage upon failure. By utilizing elastic pre-tightening adjustment and the buffering effect of elastic elements, the method effectively accommodates the fitting errors of components. Unlike existing technologies that rely on high-precision machining to ensure sealing, this invention uses an elastic compensation mechanism to offset fitting errors, ensuring cylinder sealing without the need for ultra-high precision machining, thus resolving the contradiction between "precision and cost" in the process approach. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the rotor engine cylinder wear compensation component and the central shaft mounting structure of the present invention; Figure 2 This is a cross-sectional schematic diagram of the installation structure of a wear-bearing compensation component in this invention. Figure 3 This is a cross-sectional schematic diagram of the installation structure of another part of the wear-bearing compensation component of the present invention; Figure 4 This is a schematic cross-sectional view of one side of the compensation steam barrier plate mounting structure of the present invention; Figure 5 This is a schematic cross-sectional view of the other side of the steam barrier plate mounting structure of the present invention; Detailed Implementation To better understand the purpose, structure, and function of this invention, the following detailed description of a wear compensation method and apparatus for a rotary engine, in conjunction with the accompanying drawings, is provided.

[0018] The rotary engine serves as the basis for this invention, and its basic operating process is as follows: The engine includes a cylinder, a rotor, and a sliding tongue. The cylinder has an annular cylinder wall and left and right side walls. The rotor is rotatably mounted inside the cylinder and has a movable combustion chamber. The sliding tongue is slidably mounted on the rotor by a spring, moving with the rotor and engaging with the cylinder wall. The cylinder has a steam inlet, an exhaust outlet, and a spark plug chamber. When the engine is running, an air-fuel mixture is input into the cylinder through the steam inlet. The rotor's rotation drives the sliding tongue, causing the mixture to enter the movable combustion chamber. The spark plug in the spark plug chamber ignites the mixture. The pressure generated by combustion drives the rotor to continue rotating, and the exhaust gas after power is applied is discharged through the exhaust outlet, achieving a continuous working cycle of intake, compression, combustion, and exhaust.

[0019] During engine operation, the sides of the sliding tongue, the cylinder walls on both sides of the annular cylinder, the sides of the rotor, and the outer surface of the rotor become critical areas prone to wear and leakage. To solve the wear compensation and sealing problems of the above-mentioned areas, this invention provides a wear compensation method for a rotary engine and an apparatus for implementing the method.

[0020] like Figures 1-5 As shown, the wear compensation method for a rotary engine according to the present invention includes: S1. Selection and Installation of Wear Compensation Components Based on the friction and wear intensity and sealing requirements of the four easily worn and leaking parts of the rotary engine—the sides of the sliding tongue, the sides of the cylinder walls of the annular cylinder, the sides of the rotor, and the outer surface of the rotor—wear-resistant compensation components of corresponding wear resistance grades are selected. Specifically: for the outer surface of the rotor, which has a high friction frequency and is subjected to high force, a high-wear-resistant wear-resistant compensation component is selected; for sliding friction parts such as the sides of the sliding tongue, a wear-resistant compensation component with both wear resistance and self-lubricating properties is selected; and for larger areas such as the sides of the cylinder walls of the annular cylinder, a wear-resistant compensation component with moderate thickness and large coverage area is selected.

[0021] After selection, each wear-resistant compensation component is individually wrapped around the annular cylinder wall, left and right side walls of the cylinder, outer and side surfaces of the impeller, and the sliding tongue mating surface of the engine body. During installation, ensure a seamless fit between the wear-resistant compensation components and the working surfaces of the engine body, with each compensation component forming a continuous and complete covering layer at its corresponding location, collectively constituting a fully enclosed protective structure. This protective structure allows the wear-resistant compensation components to completely replace the engine body in bearing all friction and wear during operation. The engine body (cylinder body, impeller body) no longer directly participates in frictional contact during operation, fundamentally avoiding wear on the main components.

[0022] S2. Install the elastic compensation structure and perform pre-tightening and debugging. Elastic compensation structures are installed between each wear compensation component and the fixed support part of the engine body. Based on the differences in wear conditions of each part (such as wear rate, force direction, allowable clearance, etc.), elastic elements with elastic coefficients adapted to the working conditions of that part are selected to ensure that the elastic characteristics of the elastic elements match the compensation requirements of the corresponding part.

[0023] The selected elastic element is connected at both ends to the inner side of the wear-bearing compensation assembly and the fixed end of the engine body, respectively. Then, the elastic element is pre-tightened. The purpose of pre-tightening is to apply a continuous and appropriate initial thrust to the wear-bearing compensation assembly before the engine is officially run, ensuring that the wear-bearing compensation assembly maintains tight contact with the corresponding mating surface even in a static state. Through pre-tightening, a stable flexible contact state is established between the wear-bearing compensation assembly and the mating surface, completely replacing the traditional hard contact mating method.

[0024] S3, Real-time elastic compensation for wear gaps Once the engine is running, as the rotor rotates continuously and the sliding tongue reciprocates, the wear-resistant compensation components in various parts gradually experience friction and wear. When the thickness of any wear-resistant compensation component decreases due to wear, resulting in a microscopic gap between it and the corresponding mating surface, the elastic element at that location immediately responds to the creation of the gap.

[0025] When a gap appears, the elastic element, which was originally compressed, changes its state, releasing its stored elastic potential energy. This energy drives the wear-compensating component to move automatically towards the gap through continuous thrust. This movement is real-time and continuous—as wear gradually accumulates, the elastic element continuously releases its elastic force, pushing the wear-compensating component to constantly follow the positional changes of the mating surface, filling the gap caused by wear in real time. Throughout the entire operation, the elastic element and the wear-compensating component maintain a dynamic balance: wear creates a gap → the elastic element pushes to compensate → the gap is filled → continued wear → compensation again, and so on, maintaining the airtightness of the cylinder and preventing air leakage.

[0026] S4. Installation and pre-tensioning of the sliding tongue compensation steam barrier plate For the critical areas prone to wear and leakage, such as the sides of the sliding tongue, mounting grooves are made on both sides of the sliding tongue, and a compensating steam barrier plate is installed in each mounting groove. One end of the elastic element is connected to the inner side of the compensating steam barrier plate, and the other end is fixed to the inner wall of the mounting groove. The elastic element is then pre-tightened and adjusted.

[0027] After pre-tightening and adjustment, the compensating steam barrier plate extends outward under the thrust of the elastic element, ensuring that its outer surface remains in close contact with the cylinder wall liner. This contact forms the primary sealing layer of the sliding tongue, effectively preventing gas leakage along both sides of the sliding tongue under normal operating conditions.

[0028] S5, Secondary sealing of wear gaps on the sliding tongue As the engine runs for a long time, wear gaps gradually form between the sides of the sliding tongue and the cylinder wall liner due to continuous sliding friction. When the gaps begin to form, gaps appear between the compensating steam deflectors that were originally in close contact with the cylinder wall liner on both sides of the sliding tongue. The contact pressure between the outer side of the compensating steam deflector and the cylinder wall liner changes, and the originally compressed elastic element gains space to release.

[0029] The thrust of the elastic element drives the compensating steam barrier plate to move radially outward along the sliding tongue, causing the compensating steam barrier plate to extend further outward and re-fit tightly against the cylinder wall liner surface, completely sealing the leakage gaps caused by wear. This primary and secondary sealing mechanism is activated immediately when the primary seal fails or a leakage tendency occurs, forming a double sealing guarantee, effectively preventing cross-contamination between adjacent working chambers and ensuring that the normal operation cycle of the engine is not disturbed.

[0030] Through the synergistic effect of five steps from S1 to S5, S1 establishes a basic protective layer, S2 establishes a pre-tightened state, S3 achieves general compensation, and S4 and S5 implement graded sealing reinforcement for the slip tongue area, together constituting a complete anti-wear compensation method for rotary engines.

[0031] like Figures 1-5 As shown, the rotary engine device for implementing the above method includes a dual-rotor cylinder body, a wear-resistant compensation assembly, an elastic drive assembly, and a central shaft assembly.

[0032] The wear-resistant compensation assembly is installed inside the main body of the dual-rotor cylinder, corresponding to the four easily worn and leaking areas of the rotary engine: both sides of the sliding tongue, both sides of the cylinder walls of the annular cylinder, both sides of the rotor, and the outer circumferential surface of the rotor. In one specific embodiment, the wear-resistant compensation assembly includes an annular cylinder liner, an annular wall liner, a rotor liner, anti-friction pads, and a compensating steam barrier plate. Specifically, the annular cylinder liner fits snugly against the annular cylinder wall, replacing the annular cylinder wall in bearing friction and wear; the two annular wall liners fit snugly against the left and right side walls of the cylinder, respectively, replacing the left and right side walls in bearing friction and wear; the rotor liner fits snugly against the outer circumferential surface of the rotor, replacing the outer circumferential surface in bearing friction and wear; the anti-friction pads are placed between the rotor and the rotor liner, used to transmit elastic thrust and assist the rotor liner in maintaining a tight fit; the compensating steam barrier plate is placed in the mounting grooves on both sides of the sliding tongue, used to achieve graded sealing of the sliding tongue area. The wear-resistant compensation assemblies in each part work together to form an overall protective compensation system covering all easily worn areas.

[0033] The wear compensation component is a modular, replaceable structure, and its assembly with the dual-cylinder body is a completely detachable and replaceable assembly. When the wear compensation component reaches its wear limit, engine performance can be restored simply by replacing the entire wear compensation component without disassembling the main engine components.

[0034] The elastic drive assembly is connected to the wear compensation assembly and is used to apply continuous thrust to the wear compensation assembly at each part, ensuring flexible contact between it and the corresponding mating surface. In one specific embodiment, the elastic drive assembly includes multiple elastic elements, specifically springs. These elastic elements push the annular steam barrier liner to maintain contact with the impeller liner, push the anti-wear pad to adhere outwards to the impeller liner, and push the compensation steam barrier plate to maintain contact with the cylinder wall liner. The elastic coefficient of each elastic element is configured differently according to the wear rate and stress characteristics of the corresponding part, ensuring that each part receives a precisely matched compensation thrust. The elastic drive assembly is connected one-to-one with the wear compensation assembly at each part, applying a suitable continuous thrust according to the working conditions of different wear parts.

[0035] The center shaft assembly is used to connect and assemble multiple independent cylinder blocks. In one specific implementation, the center shaft assembly includes multiple independent center shafts, each corresponding to one independent cylinder block. One end of each center shaft has a tenon structure, and the other end has a mortise structure. Multiple center shafts are axially assembled by interlocking the tenon and mortise structures. The insertion end of the tenon structure is frustum-shaped, and the inlet end of the mortise structure is flared, facilitating guidance and alignment during assembly. The centerlines of the tenon and mortise structures can form a preset angle according to engine power requirements, and the phase difference between cylinder blocks can be optimized by adjusting the angle. When a cylinder block is damaged, the damaged cylinder block and its corresponding center shaft can be removed, and the remaining center shaft body can be reassembled for rapid repair or emergency self-rescue.

[0036] The aforementioned wear-bearing compensation component, in conjunction with the elastic drive component, fully realizes the wear-prevention compensation method described in claim 1: the wear-bearing compensation component acts as a wear-bearing part, replacing the engine body to bear wear; the elastic drive component provides continuous thrust and drives the compensation component to move and fill the gap when wear occurs; the compensation steam-blocking plate at the sliding tongue part achieves graded sealing through the push of the third spring—maintaining a primary seal during normal operation and radially ejecting to achieve a secondary seal when wear occurs. The central shaft assembly supports flexible assembly and maintenance of multiple cylinder blocks.

[0037] Through the above methods and devices, the present invention achieves systematic protection and automatic compensation for the four easily worn and leaking parts of the rotary engine, maintains reliable sealing, improves engine thermal efficiency, and significantly reduces dependence on machining accuracy and maintenance costs.

[0038] It is understood that the present invention has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of the invention. Furthermore, under the teachings of the present invention, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of the invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of the present invention.

Claims

1. A wear compensation method for a rotary engine, characterized in that, For the four most wear-prone and leak-prone areas of the rotary engine—the sides of the sliding tongue, the sides of the cylinder walls of the annular cylinder, the sides of the rotor, and the outer surface of the rotor—a suitable replaceable wear-resistant compensation component combined with an elastic drive is used to achieve wear prevention and sealing to prevent air leakage. Specifically, the following steps are included: S1. Selection and Installation of Wear-Resistant Compensation Components: Based on the friction and wear intensity and sealing requirements of the four major wear-prone and leaking parts, wear-resistant compensation components of corresponding wear resistance grades are selected. Each wear-resistant compensation component is then wrapped around the annular cylinder wall, left and right side walls of the cylinder, outer circular surface and two sides of the impeller, and sliding tongue mating surface of the engine body. This ensures that the wear-resistant compensation components fit seamlessly with the working surface of the engine body, forming a fully enclosed protective structure. The wear-resistant compensation components replace the engine body in bearing all friction and wear during operation. S2. Install elastic compensation structure and pre-tighten: Install elastic compensation structure between each wear compensation component and the fixed support part of the engine body. Select elastic element with elastic coefficient that matches the wear conditions of each part. Connect the two ends of the elastic element to the inner side of the wear compensation component and the fixed end of the engine body respectively. Pre-tighten the elastic element so that the elastic element applies a continuous and appropriate thrust to the wear compensation component, so that the wear compensation component always maintains flexible contact with the corresponding mating surface, replacing the traditional hard contact mating method. S3. Real-time elastic filling of wear gaps: During engine operation, when the wear compensation component generates gaps due to friction and wear, the wear compensation component is automatically moved in the direction of the gap by the continuous thrust of the elastic element, filling the gaps generated by wear in real time, ensuring the airtightness of the cylinder and preventing air leakage. S4. Dedicated compensation steam barrier plate installation and pre-tightening for the sliding tongue: For the key areas on both sides of the sliding tongue that are prone to wear and leakage, a compensation steam barrier plate is installed in the mounting groove on both sides of the sliding tongue. The elastic element is connected to the inner side of the compensation steam barrier plate and pre-tightened to ensure that the outer side of the compensation steam barrier plate always keeps in close contact with the cylinder wall liner, forming a primary seal for the sliding tongue area. S5. Secondary sealing of wear gaps in the sliding tongue: When air leakage gaps are generated between the sliding tongue and the cylinder wall liner due to long-term friction, the compensating steam barrier plate is pushed outward along the radial direction of the sliding tongue under the thrust of the elastic element, tightly fitting the cylinder wall liner and completely sealing the air leakage gap, realizing secondary sealing of the sliding tongue part to prevent air leakage and avoid cross-contamination of the chamber.

2. The wear compensation method for a rotary engine according to claim 1, characterized in that, The elastic compensation structure offsets the fit error between parts through the buffering effect of the elastic element, ensuring cylinder sealing without high-precision machining and reducing the machining fit accuracy requirements of various wear parts of the rotary engine.

3. The wear compensation method for a rotary engine according to claim 1, characterized in that, The rotary engine is a dual-rotor engine, employing a dual-rotor cooperative working mode where the auxiliary rotor compresses oil and gas while the main rotor performs combustion. It features a high compression ratio of 1:20 or higher and a large-volume cylinder design with a combustion chamber-to-cylinder capacity ratio of 1:60 or higher. Through the aforementioned anti-wear compensation method, the airtightness of the high-compression ratio and large-volume cylinder under high-pressure combustion conditions is ensured, avoiding problems such as insufficient oil-air mixing and incomplete combustion caused by air leakage. This achieves full oil-air mixing and combustion, converting the thermal energy in the exhaust gas into kinetic energy, thereby increasing the engine's thermal efficiency to over 50%.

4. The wear compensation method for a rotary engine according to claim 1, characterized in that, The rotary engine adopts a segmented mortise and tenon assembly structure for the cylinder shaft, which disassembles the engine into several independent cylinder blocks. When the engine is damaged, it can be repaired by replacing the spare cylinder block, or it can be self-rescued by adjusting the number of cylinders to restore a certain amount of power.

5. A rotary engine apparatus for implementing the method according to any one of claims 1-4, characterized in that, include: The main body of the dual-rotor cylinder is equipped with an auxiliary wheel and a main wheel. The auxiliary wheel corresponds to the oil-gas compression chamber, and the main wheel corresponds to the combustion power chamber. The wear compensation component is installed inside the main body of the dual-rotor cylinder and is arranged on the four major wear and leakage parts corresponding to the two sides of the rotor engine, the two sides of the cylinder wall of the annular cylinder, the two sides of the rotor and the outer circle surface of the rotor. It is used to replace the main body of the engine to bear the wear during operation. An elastic drive assembly, connected to the wear compensation assembly, is used to apply a continuous thrust to the wear compensation assembly at each part, so that it maintains flexible contact with the corresponding mating surface; The central shaft assembly is used to connect and assemble multiple independent cylinder blocks; The wear-resistant compensation component works in conjunction with the elastic drive component to achieve the wear-resistant compensation method described in claim 1.

6. The rotary engine device according to claim 5, characterized in that, The wear compensation component is a modular and replaceable structure, and the wear compensation components of each part work together to form an overall protection and compensation system; the elastic drive component is connected to the wear compensation components of each part in a one-to-one correspondence, and applies an appropriate continuous thrust according to the working conditions of different wear parts.

7. The rotary engine device according to claim 5, characterized in that, The central shaft assembly includes multiple independent central shafts, each corresponding to an independent cylinder block. One end of the central shaft has a tenon structure, and the other end has a mortise structure. Multiple central shafts are spliced ​​together through the tenon and mortise structure to assemble multiple independent cylinder blocks.

8. The rotary engine device according to claim 5, characterized in that, The insertion end of the tenon structure is frustum-shaped, and the entrance end of the mortise structure is flared. The center lines of the tenon structure and the mortise structure can form a preset angle according to the engine power requirements.

9. The rotary engine device according to claim 5, characterized in that, The wear compensation component and the dual-rotor cylinder body are an assembly structure that can be disassembled and replaced as a whole. When the wear compensation component reaches the wear limit, the engine performance can be restored by replacing the entire wear compensation component without disassembling the main engine parts.

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